ScottishMike

It had turned overcast and dark, wind and occasional rain blowing through. The “creative” from Happy Days was explaining the story with a large picture story board, Monique and her advert character Dimitry meet in Scotland. She has inherited her recently deceased grandmothers' cottage in Fife Scotland. Dimitry happens to be coming down the farm lane in his tractor towing a trailer full of oats destined for the Squitts oats processing plant. Her hire car outside the cottage won't start so Dimitry stops and gives her a lift in the tractor to the “farm kitchen”, never call it a factory or processing plant admonishes Frank, the “creative”.

We are sitting in a hired suite at Meigs where the next scenes will be filmed, and Frank is trying to explain the demographic they are aiming for: B1a and C1, and the target ages and incomes. I lose what interest I had in his figures as outside a stunning vintage blue and white Beech 18 powers its twin radials into life, one after the other smoke erupts with a deep growl. A brave pilot risking such a machine in the dodgy weather. I wonder if he is just testing the engines or if he is going to take off.

Frank is droning on. “Where do the aircraft come in?” I interrupt. I am, after all, supposed to be the Aircraft Consultant.

Outside the Beech switches lights on then starts to move. That pilot IS going to take off.

“If you concentrate it would help” admonished Frank.

Monique is obviously attracted to Dimitry, they flirt in his tractor, but she considers him just a backwater farmer. The surprise comes here in Chicago” ... “Excuse me a sec I need to see this.” I go to the full size window to watch the Beech taxi to Rwy 18 and take off:

“Sorry it's not every day you see a Beech 18 take off.” I apologise to Frank “You have my undivided attention.”.

Frank continues; “Monique is mooring her yacht and comes ashore here just as Dimitry lands his plane. She recognises him and realises he is not just a bit of Scottish backwater beefcake.”

We need you to decide what plane Dimitry would be flying and source it for the shoot.”.

“OK I see...” still a bit at sea as to what is required.

“Dimitry, or his advert persona, is clearly successful and independent, so the plane has got to match that. He pilots it, not a run of the mill plane, it has to look different, stand out, and not a corporate gas guzzler, Dimitry is ecologically concerned, not a vintage craft either, he is modern and not a military killing machine.”

I power up my lap top and scan through possibilities for Frank:

“This is modern, cutting edge and different:”

“No, took big, this guy is an individual not a bus driver.” Frank comments.

“Ok, so something smaller, two or four seats.”

“The story line has the two taking off together in the last ad so it has to accommodate at least two.” adds Frank.

“Well what about something small and intimate?”:

“NO! Our character likes speed, is that powered by a rubber band?”

“This has power, speed and charm.”:

“Too old fashioned looking, our guy is in his early thirties not sixties. Totally wrong demographic”

“Well this is totally modern in design, very individualistic”:

Frank looked more interested but: “Too odd, it has to appeal to non aircraft people, that looks a bit fragile. Our guy is not a weirdo, he has to have mass appeal. The plane has to say, speed, money, individualism but also security and appeal across men AND women in our chosen market.”

I was beginning to feel a little frustrated.

“What about this then?

It's amphibious, the Guy could land next to Monique's yacht. It's Italian, fast and expensive reminiscent of the Cote D'Azur and the Costa Smeralda in Italy.

Frank seemed impressed, thought about it for a few seconds then: “No, still too odd looking, would your average successful woman feel safe getting in it?”

So he wanted conventional and unusual. I brought four pictures up on screen:

“There! Fast, expensive but conventional looking. Take your pick”

“That last one! It looks just right, the cockpit like a fighter, easy to get both in shot, it looks fast.

We'll go with that.

Thank goodness a decision. Now I had to locate one and an experienced pilot to go with it and get both to Meigs.

AlanPugh apologies for not asking permission to re-use your pics but they are just too good to not use!

Looking forward to the finished work. The default airport is not very good.

All from the web. I hope they help:

Video from youtube:

Bata landing video:

Hope this helps:Mustang.zip

I am a worried man, I fear my crash has highlighted breeches of the By-laws.

It would not have been a problem, the whole thing would not have happened, but for being stuck in a single level group; I couldn't gain altitude and get to the next level up. I just managed to get my craft through the arrival window but my visual tags got caught and I crashed. I got confused not sure if this was a major or minor. I fear I will be under investigation by Timing and Scoring officials who may have to consult the Race Steward.

The problem you see is my name: ScottishMike, this has probably already breeched the Ethno-Nationalism by-law, this is an egregious breech in its-self , never mind the crash.

No doubt the Club Commodore will be involved and consult his advisors deeming this a Failure to Fulfil Obligations. Remedial Actions will be drawn up that it will be my Duty to fulfil.

I will be drummed out of the club as the officials stand to attention in their shiny new uniforms.

Please take with a pinch of humour!

I've sent Monique to "distract" Tim. No way are we letting him interfere with our General Meeting.

As Groucho Marx famously said:

"I refuse to join any club that would have me as a member"

Nice to see participation from MSFS 2020.

Thanks Nels.

I had already posted. Does anyone know how I can edit the title now it's posted?

Will try to alter it

I hope you don't mind me starting a new thread for the Meigs fly in. We can always move it if it's a problem.

The title is Meigs or Bust.

The Beech King Air 300 is from AFG.

The base file is on this site here: AFG300V1.zip

There are loads of textures in the files here as well.

VP2 The craft is a Beech King Air 300 belonging to the FAA (nav aid calibration etc.)

all the info I have is from the Aircraft.cfg file:

ui_manufacturer=Beechcraft
ui_type=King Air 300
ui_variation=N74 - FAA Flight Check
description = Beech King Air 300 for FS2004 Century of Flight. 3D model: Esa Kaihlanen / Juri Pelkonen, Flight Dynamics: Ari Kaihlanen, Textures: Siegfried Schaeffer / Rui Cristina. Sound by Leon Medado.

Yes, Meigs sounds good. As it happens I had been testing various FS9 add-on sceneries for Meigs and loaded the scenery of Colin McGlothlin available here. I liked it so have kept it installed, thanks Colin.

There is also an add-on ILS scenery available, but it seemed a step too far in wishful thinking, (given the airport is actually now closed).

Closed or not Meigs holds memories from way back when. I seem to remember many flights between Meigs and Champaign (University of Illinois-Willard) in an early version of FS.

The only caveat is the runway is only 3895', so suitable aircraft will have to be chosen.

I don't know where I will be when the get together is launched but I should be able to make it.

Long distance flights in FS9

Let's take a flight from JFK to Dublin, in this case a 777-300 of Air Lingus (in FS9):

Departure time is important because it will determine arrival time, and I find taxing around a large airport in the likes of a 777 in the dark in FS9 will almost inevitably lead to crashes of one sort or another. The other two options are

1. switch off crash detection for taxiing on departure and arrival (the downside is remembering to activate crash detection for take-off, landing and flight.)

2. Switch time to dusk or dawn for taxiing (Is this a cheat?)

Once I have the correct fuel and load I set the flight plan. These days I choose a direct GPS plan:

This will give you a direct GPS routing that the GPS can slave to the AP (Auto Pilot)

It also gives IFR options from ATC and IFR taxi and take off clearance:

at this point I usually set speed, altitude and VS in the AP. We can't set heading till we know what rwy we will be directed to.

We can now request IFR taxi

Once IFR taxi clearance is given we can push back

and follow the pink line (unless you know JFK by hart as a good pilot should ;-))

During the taxi out I set flaps and trim. Now holding for take-off clearance and setting AP with rwy heading and switching from Taxi lights to landing lights:

Howling at the moon on take-off:

Now lots of things have to be done all at once: Turn off top view, activate GPS, set headings to intercept the red line, adjust speed, VS, flaps and switch off landing lights:

Just before intercepting the GPS course (red line) I usually cancel IFR:

Then switch AP from HDG to NAV and switch from NAV to GPS as I want to see the aircraft turn automatically onto the GPS course so I know everything is working properly:

Now happy we are on the GPS course and above 10,000' I switch the GPS to 500nm zoom and go to 4X speed.

At 4X speed it is important to check KIAS and VS if VS is set too high you can get in a stall very quickly

Once at cruise height and all is OK I turn FS Global Real Weather off and go to 16X speed and sometimes switch from SPD to MCH on the AP:

Cruising at 16X the GPS is my friend it tells me distance to run, bearing, GS, ETE, ETA:

Cruising at 38,000' 16X SPEED:

Messed up one of my first rules of long distance flights; checking departure time it's turning to night:

I also forgot to load my Irish scenery. I'll save the flight, exit FS9 and load Irish scenery and deactivate all other scenery.

I used to have the same problems JGF mentioned when going to X16 speed, but since using a scenery management program and upgrading to a faster computer I can see clouds and on occasion the northern lights at 16x speed. FS Global Weather will still work as well, but as I cross over any meteorological station it writes data to FS9, this can take up to 2 minutes and in this flight for example I will be crossing more than 20 stations (FS9 stops during writing) so as much as 40 minutes with FS9 frozen.

Dublin showing on GPS 482 nm. to go:

200 nm. to go starting descent. Going back to 4X speed. The delay when going from 16X back to 4X is only a fraction of a second:

Only 50nm. To go, so am returning to normal speed

From here on all else is a normal speed approach and landing.

Hope the above helps, the total journey took less than two hours real time.

Bossspecops:

The two Mk2s German target tug and RAF B Mk2 are by Bill Holker. Textures: Andy Nott.

Documentation

This is the third model in the Canberra series. New textures by Andy Nott (andrew.nott@gmail.com), applied to a modification of the original GAF Canberra, designed using FSDS 2 by Bill Holker.

I realise there are errors with this model but not too obvious I hope. I completed the original GAF Canberra project to satisfy a need I had for a functional model of the Canberra as it was configured when I worked on these A/C in the RAAF. Searching the net for a suitable model did not reveal any that met my full expectations in either configuration or flying qualities. I must thank the many people who assisted with this project with a special mention to Warwick Carter for the assistance with learning the basics of FSDS and helping with the animations, Dave Friswell for all his work on the Air file which I believe is darn good, Charles Kranenburg for the original documentation for the Canberra and also for his beta testing and arranging for an Ex RAAF Canberra pilot to test fly this model. Also a heap of others who assisted along the way. Thanks all.

The model was modified to allow the new textures to be applied to a more realistic version of the Canberra, as the RAF aircraft differ slightly from those used by the RAAF

The PR9 are also by Bill Holker XH131 and XH134 (The Kemble photo came with this):

Documentation

This is the second aircraft release in my Canberra series. Designed using FSDS 2. I undertook this project upon a request from the members of Royal Armed Forces Virtual (RAFv: www.rafvirtual.org ) to procure a model of the PR9 photo recon. Canberra. I must thank the many people who assisted with this project with a special mention to Jon Watkins, RAFv A&AEE test pilot, who proofed the A/C and set up the flight characteristics, Tim Grahame for the original research assistance during the project, Warwick Carter for further assistance with learning the many new tricks in using FSDS and helping with the animations, Dave Friswell for all his work on the original Air file which I believe is darn good and all of the great guys at RAFv who gave the encouragement and assistance with this model. This model has been test flow and given the seal of approval by the test crew at RAFv. Thanks to all who assisted with this project.

English Electric MK2 is by Kazunori Ito:

English Electric Mk9 also by Kazuori or Kazunori Ito:

Documentation

FS2004/FS2002/CFS2 Canberra B2 Repaints.
A series of repaints for the superb English Electric Canberra Canberra B2/PR9 model by Kazunori Ito. Includes five schemes for RAF and one for Argentine Air Force aircraft. Requires original model (EE_CANB.ZIP) by Kazunori Ito to use these skins.

You will need to install these by inserting information for each repaint in the aircraft.cfg file of the Canberra. The variations include:

* B.62, Olivia City, Argentina, B-102
* PR9: RAF Wyton, No.1 PRU, XH174
* B.2: RAF Honnington, 10 Sqn, WH667
* PR7: RAF Wyton, 100 Sqn, WH972
* B.2: RAF Upwood, 35 Sqn, WK133
* B.6: RAF Bomber Command 1 scheme, WK163

Textures by Steven Beeny (Nazca Studios).
steve@nazcastudios.com

NOTE: These repaints were once available for free downloand on the now-defunct web page for Canberra repaints: http://www.nazcastudios.com/gaming.htm and have been uploaded here on FlightSim to preserve the archive.

Canberra TT. 18 Royal Aircraft Establishment & RNAS Yeovilton

This is all I have from the aircraft.cfg file:

“performance=+ Empty Weight: 26646 lbs\n+ Power: 7500 lbs thrust\n+ Maneuver speed: 208 mph @ 5.0 g\n+ Max speed: 605 mph @ 15000 ft\n+ Max speed at sea-level: 638 mph\n+ Climb rate: 5400 ft\/min @ 638 mph\n+ Vmca = 120kts IAS\n+ Stall = 80kts IAS Clean,\n+ Stall = 60kts IAS Gear\/Flaps Down\nFlight Dynamics By: David Friswell\nAussim\nFD Build 35 - 05\/01\/05 03:57 PM\nFlight Dynamics Workbook V2.84.65”

The Martin B-57B is from ALPHASIM:

Documentation

These files are freeware. Please amend/distribute as you see fit.

They are unsupported, so please do not e-mail us if you have problems.

Under no circumstances may these files be sold or uploaded to a payware site.
All rights reserved - AlphaSim 2008
WWW.ALPHASIM.CO.UK

alphasim1@alphasim.co.uk

Melo965, they have gathered at Akrotiri AB to greet you from FS9:

Great flight Melo, testament to the versatility and longevity of the Canberra.

Appropriately named after the Australian capitol.

TPD, instructive description of the complex interaction of fuel, temperature and altitude.

It reminded me of years ago when we lived in Italy and friends had an Alfa Romeo Giulietta (early 1960s) it had a four cylinder D.O.H.C. engine, and through an unfortunate series of events managed to blow a neat hole in the top of each cylinder head.

It turned out the fuel they had been sold was of a lower octane than the engine required and they where on their way to visit our house in the Alps (an altitude of 2200m. About 6000'). The combination of lower oxygen (altitude) and later combustion due to lower octane created a shock wave in the hemispherical cylinder head that focused itself exactly at the top and centre of each cylinder blowing a neat 3mm diameter hole in the top of all four cylinders.

How many bottles of oxygen did you go through on your high altitude marathon?

Our heads had cleared and it felt our bodies had re-attached. The party had passed, we felt just about human again and fit to fly. Time for our private exploration of this northern east coast of OZ.

We took the pearl back down to Rockhampton and set out for Lady Elliot Island, just about the southern most point of the Great Barrier Reef. Planning to explore northwards up the coast.

It was not easy to find; it turned out it was one of those airfields that only show up on the GPS when you go down to 10 nm. resolution. We used good old fashioned co-ordinates to locate the Island.

Once found the approach was straight forward:

The rwy is just shy of 2000' so only possible because of little fuel, no load and just the two of us on board. Of course we could have landed on the sea, but the island is surrounded by a coral reef so access to the island from the sea is perilous.

We landed and despite the sign the welcome was frosty:

It transpired they did not want private aircraft visiting. They helped us taxi and turn ready for departure:

The only approved method of arrival or departure was using their very expensive reserved flights:

The island itself was charming, but the resort gave off an air of Eco-snobbishness. Extremely expensive if well done. We wandered round the island for an hour or two and the few people we met were charming if a bit “eco holier than though” about their holiday choice. I got the impression that if you farted you were expected to purchase a carbon offset.

The weather was turning grey and rainy so we decided to leave. I was a bit apprehensive about the short runway so we implemented short runway procedure: right up to end of the runway, parking brakes on, flaps down max, and releasing the brakes on full power:

I had found one photo of the island before the resort was established and couldn't help thinking it had an unspoilt charm that had been lost in the eco luxury it now advertised:

We headed for Gladstone to re-fuel and head further north. The weather had other ideas; the visibility was dropping to almost nothing. We could have landed at sea but unless it was a reserved water landing area we could not be certain of obstacles, fishing boats, reefs, bridges etc. So we decided it would be safest to land on a rwy. Gladstone said they were IFR only. So an IFR approach and landing it would be. This was our first attempt, what we thought were landing lights turned out to be white smoke from an unseen chimney:

Back into a disciplined IFR circuit for our second attempt at rwy280:

On a correct heading 280 to the left of the chimney smoke just visible in the distance:

Holding our nerve and the approach was not too bad as the rwy appeared out of the fog:

And almost down, both of us too busy to take pictures:

Taxing to general aviation parking. What we could see of the airport looked charming:

Parked and everything off, with a good degree of relief.

The fog lent an air of intimacy and seclusion. We decided to wander into town find a good hotel, decamp our bags and return out into the foggy shroud to find a restaurant and bar with music.

Good night all.

Forgot to add I use FS9 with VOZ 1.8

I would find it useful if posters would give details of the sim, scenery and aircraft used in any pictures uploaded.

I usually fly solo, storylines buzzing and changing in my head as circumstances dictate (weather, airports, scenery, etc), following a pre-determined route forced a discipline in writing the stories down and returning the storyline to the race as it had a pre determined finish time. So it was a plus if sometimes frustrating having to abandon encounters with characters that could be developed further.

It was challenging (another plus) interacting with others and having to weave them into the storyline without having control over them (almost like dealing with real life ;-))

Having the one FBO thread helped, we all met in the same place and could see what we were up to.

TPD's commentary helped one not feel we were pitching our posts into a forum just for it to be ignored and forgotten. Everyone commenting on each other's posts helped develop a sense of community and involvement.

Towards the last few legs of the southern timed route I felt a little pressured to just get the race finished, curtailing any story line. So for me possibly it was a bit too long, but others might be thinking: “Thank goodness he stopped his stupid storylines.”.

As others have said; two or three events a year sounds about right, with flexibility on the number or location of stops a good idea.

Thanks to all those who worked on the format, spreadsheets, timing etc. You know who you are.

I feel I have met friends and as the song goes: “We shall meet again, don't know where, don't know when, but we'll meet again.” seems apt.

Full load departure from Brisbane Intl. Off we go, at max weight we used about one third of the 11,800' runway therefore the minimum rwy requirement (at this weight) is around 4500':

In a comfortable cruise: heading 330, alt. 8000', IAS 182 kts, GS 200 kts.

The weather has changed cloud developing but also a 27kts tail wind is assisting our progress:

Rockhampton ahead and descending to 3000':

On downwind. Airport to our left:

Turning onto base then final:

And safely down:

We intercept Bosss on his way to the plane, and we all march off to the toilet. We had realised the flaw in our logic; eating the 120 lbs of food did not make the weight leave the craft. Leaving some in Rockhampton might though.

Suzanne did some quick calculations and the best we can manage with the four of us, food and fuel required will make us 392 lbs overweight. Do we want to chance it? We all agree YES. The turbines are smooth and powerful and we have a long runway. I hope this dosen't turn into the Rocky Horror Show.

On the taxi out we meet one of FS9 ATC stale mates: a Cessna208 and Cessna Skylane facing each other off.

We could be here forever so we take to the grass for the runway.

Lining up and taking off, the two Cessnas below are still in a stand off.

Take off is a bit sluggish and taking almost all the runway but we are up:

Nicely uneventful cruise to Cairns:

Cloud building as we approach Townsville. Now cruising at 8500', IAS 178 kts, but GS 230 kts as we still have a 24 kts tail wind.

By the time we pass Townsville the cloud has grown more menacing and producing a lot of turbulence:

Only 50 miles to go, the cloud is still an issue but the turbulence has gone. We are not sure which rwy we will be cleared for so lining up for 330

Cleared rwy 150 left pattern so getting onto a downwind leg:

On proper downwind now and rain has come for the party too:

Turning onto final and safely down:

The rest you already know. We have taxied to the hanger with our food:

On our way to the GA base to pick up MAD1 and all his Australian food delicacies. Plenty of room on board! Then off north to Rockhampton to pick up the Bosss, and head up to Cairns.

The only problems is how much food will be left for the party by the time we arrive.

Someone will have to be “mum” and rap the knuckles of anyone touching the food before Cairns.

We have parked as close as possible to the GA “lounge” so the food can be loaded easily:

Loading of Mad1 and our party food in progress:

The load sheet looked something like this: Crew – Suzanne – 110 lbs

Mad 1 - 110 lbs

Me 110 lbs

Fuel 2,272 lbs

Mad 1 has done us proud Cargo: Party food 2,370 lbs

Total take off weight 13,937 lbs

Max allowed take off weight 14,000 lbs

Now for a tricky max weight take off for Rockhampton. And I hear you asking: How are you going to fit Bosss in? He has given me his weight at 120 lbs so between the three of us we need to eat 120 lbs of food between here and Rockhampton!

We have arrived. Full write up later. RW pressing.

Well, still heavier than air but just as luxurious. We took VP2's advice because we will be landing mostly at sea but it was difficult to resist anyway. We travelled to Brisbane to view it and fell in love.

There she sat: understated luxury and elegance:

Inside was fitted out for passangers but the leasing company said it was no problem stripping out the seats and fitting a two cabin luxury interior:

We powered up to test the avionics and all systems:

She is fitted with all modern avionics:

Test flight, waiting for take off clearance:

Lining up for take off:

Easy take off and climb:

Gear and flaps up:

Lining up for a sea landing:

Our first sea landing in the Pearl:

Getting ready for sea take off:

Full power for take off:

And returning to Brisbane Intl:

Back in Brisbane and we are sold. This is the craft for fun.